Center beam car with increased load capacity

ABSTRACT

A center beam railcar that has increased volume capacity and versatility. The car preferably has a narrow top chord that does not interfere with loading by overhead crane, but still contributes significantly to the strength and load carrying capacity of the railcar. The top chord is preferably of a generally rectangular, tubular configuration, and has a width substantially equal to or slightly less than the width of the intermediate portion of the center beam therebelow. The railcar preferably has a depressed central portion that provides a clear loading height of at least about 14 feet thereabove, located between a pair of higher end portions, each preferably having a length of about 16 feet so that the end portions may be used to carry products of substantial length. The depth of the depression may be, e.g., about 16 in., to enable the depression to accommodate bundles of engineered wood products having a height of 15½ in., with the tops of the bundles being at about the same level as the adjacent end portions of the deck. The lading is preferably secured by straps, each having a first end secured on a first side of the car, and a second end secured on the opposite side of the car. The strap may extends over or under the top chord. In the preferred embodiment of the invention, the straps may be secured at or near the side sills on both sides of the car. Winches may be provided only on one side, with a simple retaining mechanism for securing a strap end provided on the other side. The winches and retaining mechanisms preferably are longitudinally adjustable in tracks on the side of the car.

This application claims the benefit of the provisional application ofthe same title, filed Aug. 9, 1999, application Ser. No. 60/147,849, thedisclosure of which is incorporated by reference.

BACKGROUND OF THE INVENTION

The invention relates generally to railcars, and more particularly, to acenter beam car.

Center beam cars have proven to be useful in transportation of variousmaterials, including bulk materials such as lumber products which are ofhigh volume and low density. However, there remains room for improvementin certain areas.

First, the usable volume capacity of the center beam car is oftenreached before the car's weight capacity is reached. This results ininefficiency, in that the weight carrying capacity of the car is notfully utilized. One of the objects of the invention is to provide acenter beam car having capacity to carry loads of increased volume.

Another area for improvement relates to efficiency in loading andunloading the cars. While center beam cars can be loaded and unloadedefficiently with forklifts, loading and unloading by overhead crane isdifficult due to the fact that the top chord typically overhangs theload. It is a general object of the invention to provide a center beamcar which can be more easily loaded by overhead crane.

A further area for improvement concerns securing loads in place. After acar has been loaded, to secure the load in place, workers have generallybeen required to climb onto the load to secure cables to the centerbeam. Winches have been provided on each side of the car, fixed to theside sills at predetermined intervals. Cables are pulled from thewinches to the center beam to secure the load. Later, when the car is tobe unloaded, workers must again climb onto the car and release the cableends from the center beams. The need for workers to climb onto the carafter loading and prior to unloading adds time and expense to theloading and unloading operations. Application of the cables is furthercomplicated by the fact that it has generally been necessary to employcorner protectors at the upper corners of the lading to protect thelading from damage by the cables. Application and removal of cornerprotection adds further time and expense to the loading and unloadingoperations.

SUMMARY OF THE INVENTION

The invention provides a center beam railcar that addresses the aboveconcerns without unduly increasing the weight or expense ofmanufacturing the car. The railcar of the inventor preferably providesincreased volume capacity and can be loaded and unloaded by overheadcrane. The car also preferably provides an improved system for securingloads.

Preferably, the center beam car of the invention has sufficient volumecapacity to enable the full weight capacity of the car to be utilizedwith certain loads. Thus, the car can “gross out” and “cube out” at thesame time with, e.g., kiln-dried lumber products.

In contrast with the top chords that have been used in center beamrailcars in the past, wherein the top chord is significantly wider thanthe intermediate portion of the center beam below the top chord, thepreferred center beam railcar has a narrow top chord that does notinterfere with loading by overhead crane, but still contributessignificantly to the strength and load carrying capacity of the railcar.The top chord is preferably of a generally rectangular, tubularconfiguration, and has a width substantially equal to or slightly lessthan the width of the intermediate portion of the center beamtherebelow. This permits the load to be stacked alongside the top chord,increasing the volume of lading that can be accommodated as comparedwith earlier center beam cars in which the lading generally could bestacked only as high as the bottom of the top chord. The top chordpreferably is at a height slightly above the upper ends of thebulkheads.

To further increase the volume of lading that can be carried, therailcar preferably has a depressed central portion. In combination withthe narrow top chord, this preferably provides a clear loading height ofat least about 14 feet above the depressed central portion. Thedepressed central portion is located between a pair of higher endportions, each preferably having a length about equal to the length ofproducts to be carried thereon, or a multiple thereof. In one particularembodiment, the length is about 16 feet. The depth of the depression issimilarly selected to accommodate products to be carried thereon in amanner that facilitates flexibility in loading products of varioussizes. In one embodiment, the depth is 16 in., to enable the depressionto accommodate bundles of engineered wood products having a height of15½ in., with the tops of the bundles being at about the same level asthe adjacent end portions of the deck.

To increase versatility in securing the lading on the railcar, thelading is preferably secured by straps, each having a first and securedon a first side of the railcar, and a second end secured on the oppositeside of the railcar, with the strap extending over the top chord formaterials that are stacked up to the top chord, and with the strapextending under the top chord for materials which are not stacked ashigh.

In the preferred embodiment of the invention, the straps are secured ator near the side sills on both sides of the car, thus avoiding the needfor workers to climb onto the deck or onto the load to secure the load.This also eliminates the need to provide winches on both sides of thecar. Winches may be provided only on one side, with a simple mechanismfor securing a strap end provided on the other side. Furthermore, toincrease versatility, the winches and mechanisms that are used to retainthe ends of the straps preferably are longitudinally adjustable intracks on the side of the railcar.

The straps may be passed over the lading from one side of the car to theother by coiling a portion of the strap containing a free end, whileleaving the other end attached to a winch, and manually tossing thecoiled strap portion from one side of the car to the other. This may beefficiently accomplished by a worker standing with his or her back tothe railcar, tossing the coiled strap over his or her shoulder.

At its ends, the center beam may include one or more elongated supportsthat connect the bulkheads to one or more posts. The supports need notbe connected to the center sill or to the top chord.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevational view or a railcar in accordance with afirst embodiment of the invention. A horizontal member connecting thebulkhead to the nearest vertical post at a position about half way upthe bulkhead, shown at the right hand end of the car in FIG. 1, but notat the left hand of the car, may be included at both ends of the car.

FIG. 2 is a schematic sectional end elevational view of the car of FIG.1, shown on an enlarged scale, showing in cross-section the center beam,a bolster, and a cross bearer in a depressed deck portion.

FIG. 3 is a schematic plan view of the railcar of FIG. 1 with portionsomitted for clarity, showing the center sill and cross bearers on theleft half, and showing the top chord and floor sheets on the right half.

FIG. 4 is a schematic end elevational view of the railcar of FIG. 1.

FIG. 5 is a side elevational view of a railcar in accordance with asecond embodiment of the invention. Two alternative end structures areshown. At the left end, there is shown a single horizontal structuralmember connecting the bulkhead with the closest two vertical posts. Atthe right end, there are shown two horizontal structural membersconnecting the bulkhead with the closest two vertical posts. Either ofthese structures may be used at both ends of the railcar in the secondembodiment of the invention.

FIG. 6 is a schematic sectional end elevational view thereof, shown onan enlarged scale, illustrating in cross-section the center beam, abolster, and a cross bearer in a depressed deck section.

FIG. 7 is a plan view of the railcar of FIG. 5, with portions omittedfor clarity.

FIG. 8 is a schematic end elevational view of the railcar of FIG. 5.

FIG. 9 is a partial side elevational view illustrating a thirdembodiment of the invention which is similar to the embodiments of FIGS.5-8, except for the configuration of the ends of the center beam.

FIG. 10 is a schematic end elevational view of the railcar of FIG. 9.

FIG. 11 is a schematic sectional view thereof, taken at the depresseddeck.

FIG. 12 is a schematic sectional view thereof, with a cross bearer atthe upper deck shown in solid lines, and a section at the bolster shownin broken lines.

FIG. 13 is an oblique view of the embodiment of FIGS. 9-12.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

The invention is preferably embodied in a center beam car fortransportation of lumber products or other bulky loads comprising a deck10 for supporting the load, a center beam 12 extending longitudinally ofthe railcar, and a pair of bulkheads 14, one at each end of the car, toconstrain the lading against longitudinal displacement. The car issupported by a pair of trucks 16 and bolsters 18 near its opposite ends.The deck is supported by a center sill 20, a pair of side sills 22, anda plurality of cross-bearers and/or cross-ties 24. The deck may comprisefloor sheets 26, which are preferably inclined inward toward the centerbeam, but which may be horizontal. To facilitate loading and unloadingof certain loads, in some embodiments risers 24 a (FIG. 13) may projectabove the top surface of the floor sheets. Stringers may be attached tothe bottom of the floor sheets to stiffen them. The sides 28 of thecenter beam above the deck preferably are substantially perpendicular tothe deck surfaces that support the lading, and accordingly arepreferably either vertical or inclined slightly inward, depending uponthe orientation of the load-supporting surface. Straps 52 or cables andwinches 30 are preferably provided to secure the lading. The floorsheets 26 may be welded to the center sill 20, side sills 22 and crossbearers 24, or may be welded to the center beam and cross bearers only.In the latter case, the outer edges of the floor sheets may be bent downbetween the cross bearers to provide additional stiffness, or the outeredges may be supported by stringers.

The center beam 12 preferably acts as a principal load-bearingstructural support for the car to support the weight of the car and thelading. The center beam includes a top chord 32 that bears substantialcompression loads. The top chord 32 is connected with the center sill byan intermediate structure that preferably comprises a plurality ofvertical posts 34 and a plurality of diagonal braces 36. The verticalposts may be of Z-shaped cross-section, as shown in FIG. 3, or may beI-beams, as shown in FIG. 7, or may be of other configurations. Thediagonal members 36 may be tubular, or may be of other configurations.The height of the center beam is preferably greater than or equal tothat of the bulkheads.

To facilitate loading and unloading of the railcar using overheadcranes, and to facilitate loading of the car to a height above thebottom of the top chord 32, the too chord preferably is configured so asnot to project beyond the sides of the intermediate structureimmediately therebeneath 38. Thus, the top chord in the preferredembodiment has a width that is about equal to or slightly less than thewidth of the adjacent intermediate structure. In the illustratedembodiment, the sides of the top chord are positioned slightly inward ofthe sides of the intermediate structure. This configuration may becontrasted with the configuration of center beam cars in the prior artwherein the top chords have projected outward from the surfacestherebelow. See, e.g., U.S. Pat. No. 3,244,120 and No. 3,734,031.

Notwithstanding its reduced width, the top chord 32 herein is one of theprincipal longitudinal load-bearing members of the car, and thesuperstructure of the center beam, i.e., the top chord 32, verticalposts 34 and diagonal braces 36, contribute substantially to thestrength of the center beam, and thus to the weight-carrying capacity ofthe car. To provide the top chord with sufficient strength, stiffnessand durability for long term usage in commercial rail transport, the topchord is preferably a tubular structure of generally square or otherrectangular cross section.

To increase the volume of lading that can be accommodated by the railcarwhile maintaining versatility in accommodating ladings of various shapesand sizes, the deck preferably has a depressed center section or well 40of sufficient length to accommodate large bundles of products, whileleaving uninterrupted end portions 42 of substantial length that canalso support large bundles of products. In one particular embodiment,the length between bulkheads 14 is 73 ft., and the length of thedepressed center section 40 is 40 ft., leaving end sections 42 of about16 ft. in length each. The 16 ft. end sections 42 may be used, e.g. forloading studs or other products having lengths of 8 ft. or 16 ft.

The width of the loading surface on each side of the center beam isabout 4 ft.

The center section may be depressed by any desired dimension, subject toclearance limitations and other practical constraints. In someembodiments, the center section 40 is depressed 16 in. to accommodatebundles of engineered wood products having a height of 15½ in. In otherembodiments, a 19 in. depression may be employed. In still otherembodiments, the depth of the depression is 30 in. Where products ofvarying densities are to be shipped, to facilitate maintaining asufficiently low center of gravity for the car when fully loaded,products of higher density such as LVL may be loaded in the depression,with products of relatively lower density such as engineered woodproducts being loaded thereabove.

The depressed center section 40 and narrow top chord 32 combine toincrease the clear loading height. Preferably, the clear loading heightis over 14 ft. These features not only make increased volume availablefor lading, but also enable the car to transport irregularly-shapedproducts that might be difficult or impossible to transport efficientlyon earlier center beam cars.

In the preferred embodiment, the underframe and the posts 34 assistsubstantially in supporting the top chord 32 against buckling in thehorizontal plane. Under static loading conditions when the car is fullyloaded, the top chord 32 and diagonal braces 36 are loaded incompression, and the center sill 20 and posts 34 are loaded in tension.To reduce compression loads on the narrow too chord, the strength and astiffness of the posts may be increased by increasing the widths oftheir flanges 42, and the strength and stiffness of the diagonal braces36 may similarly be increased. Also, the center sill 20 in the preferredembodiment has a fish belly configuration, wherein the center sill isrelatively shallow adjacent the bolsters, but inward of the bolsters thebottom of the center sill slopes downward to provide the center sillwith a deep central portion 42.

The unloaded car preferably has a weight not greater than about 70,000lbs. In some embodiments, the weight of the car is about 64,000-66,000lbs.

Preferably, the railcar is capable of carrying at least about 110 tonsof wood products having a density of about 30 lbs. per cubic footwithout exceeding the AAR Plate F clearances. The AAR Plate F clearancetemplate is shown at 60.

The preferred mechanism for retaining lading on the railcar employsstraps 52, rather than cables, and involves securement of the straps atlow elevations on opposite sides of the railcar, with one end of eachstrap secured on one side at or near the side sill, and the other end ofthe strap secured on the other side of the railcar, at or near the sidesill. As shown in FIG. 2, the strap 52 is passed over the lading 54 and,where the lading is stacked to the top chord 32, is passed over the topchord. Where the lading is not stacked to the height of the top chord,as in FIG. 6, the strap may be passed under the top chord to the otherside of the railcar. The straps are preferably of a nonstandard width,e.g., 4½ in., to reduce the possibility of the straps beingmisappropriated for use in other applications.

Rather than including winches on both sides of the railcar as in thepast, winches 30 are preferably provided on only one side, with one ormore connecting mechanisms 56 provided on the other side to secure thefree ends of the straps 52. The winches 30 and connecting mechanisms 56are preferably longitudinally adjustable along tracks 58 (FIG. 5) sothat the longitudinal positions of the straps may be adjusted toincrease versatility in handling load components of various dimensions.To avoid requiring workers to be positioned on the railcar to secure andrelease the straps, the free end of the strap 52 may be thrown manuallyfrom one side of the car to the other. This may be accomplished by aworker standing facing away from the railcar, tossing the rolled upstrap over his or her shoulder to the other side of the railcar. Tofacilitate this, a weight may be attached to the free end of the strap,or to a tether attached to the free end of the strap.

As an alternative, or in addition to the use of straps rather thancables, to protect corners of wood product loads, corner protectors maybe included as integral parts of the wood product bundles.

In the embodiment of FIGS. 1-4, a diagonal brace 36 connects the top ofthe bulkhead 14 to the center sill 20. As shown at the right-hand end ofthe center beam in FIG. 1, an additional horizontal brace 46 may connectthe bulkhead to the diagonal brace and/or to the nearest post 34. Thehorizontal brace 46 is positioned approximately halfway up the bulkhead.

In the embodiment of FIGS. 5-8, at the ends of the center beam 12, oneor more structural members may connect the bulkhead with one or moreposts 34, without being connecter to the center sill 20 or to the topchord 32, and without any of the diagonal members 36 being attached tothe bulkhead. In the arrangement shown at the left in FIG. 5, a singlehorizontal member 48 is connected to the bulkhead 14 and to each of thetwo posts 38 closest to that bulkhead, about midway between the topchord and the center sill, without being connecting to the center sillor to the top chord. In another arrangement, shown at the right in FIG.5, two horizontal structural supports 50 are connected to each bulkhead14, and to the two posts 34 closest to that bulkhead, without beingconnected to the center sill or to the top chord. The two horizontalsupports may be spaced at about ⅓ and ⅔ of the height of the centerbeam.

From the foregoing, it should be appreciated that the invention providesa novel and improved center beam car. The invention is not limited tothe embodiments described above and shown in the accompanying drawings,nor to any particular embodiments. The invention is particularly pointedout and further described in the following claims.

1. In a center beam railcar comprising a deck, bulkheads at oppositeends of the railcar, and a center beam extending longitudinally of therailcar and including a center sill, a top chord, and an intermediatestructure connecting the top chord and the center sill, the center beamhaving a height greater than or equal to that of the bulkheads, theimprovement wherein the top chord has a width that is not substantiallygreater than the width of said intermediate structure.
 2. Theimprovement of claim 1 wherein said top chord is of a generallyrectangular, tubular configuration.
 3. The improvement of claim 1wherein said top chord is of generally square tubular configuration. 4.The improvement of claim 1 wherein said deck includes a depressedcentral portion.
 5. The improvement of claim 4 wherein said railcar hasa clear loading height of at least about 14 ft. above said depressedcentral portion of said deck.
 6. The improvement of claim 4 wherein saidrailcar is capable of carrying at least about 110 tons of wood productshaving a density of about 30 lbs./cu. ft. without exceeding the AARPlate F clearances.
 7. The improvement of claim 1 wherein the deckincludes first and second end portions at a first elevation and adepressed central portion at a second elevation, each of the endportions having a length equal to an integral multiple of the length ofa standard product to be carried by said deck.
 8. The improvement ofclaim 7 wherein said first elevation is above said second elevation by adimension approximately equal to the height of a product to be carriedin said depressed central portion.
 9. The improvement of claim 8 furthercomprising elongated flexible members for securing the lading, andlongitudinally adjustable winches for securing said elongated flexiblemembers.
 10. The improvement of claim 9 wherein said railcar furthercomprises a pair of side sills, and wherein said winches are supportedon one of the side sills, and the elongated flexible members are ofsufficient length to extend from said winches over the lading and topchord to the opposite side sill when the car is fully loaded, andwherein said railcar further includes retaining means on the oppositeside sill to secure the free ends of the elongated flexible members. 11.The improvement of claim 10 wherein said intermediate structure includesa plurality of posts, and further includes, at each end, one or moreelongated structural supports connecting one or more of the posts to arespective one of the bulkheads, and wherein said elongated structuralsupports are not connected to the center sill or the top chord.
 12. Amethod of securing a load on a center beam railcar comprising: providinga strap on a first side of the railcar and retaining a first end of saidstrap on said first side; providing a fastener on the opposite side ofsaid railcar; passing a second end of the strap over the load and overthe top chord of the railcar to the other side of the railcar whileretaining the first end of the strap on said first side; securing thesecond end of the strap to the second side of the railcar with saidfastener; and tensioning the strap.
 13. The method of claim 12 furthercomprising providing a corner protector as part of the load.
 14. Themethod of claim 13 wherein tensioning the strap comprises winding thestrap onto a winch, said method further comprising adjusting thelongitudinal position of at least one end of said strap by adjusting thelongitudinal position of at least one of said winch and said fastener.15. A method of securing a load on a center beam railcar comprising:providing a strap on a first side of the railcar and retaining a firstend of said strap on said first side; passing a second end of the strapover the load and under the top chord of the railcar to the other sideof the railcar while retaining the first end of the strap on said firstside; securing the second end of the strap to the second side of therailcar; and tensioning the strap.
 16. In a center beam railcar havingan elongated flexible member connected to the railcar to secure thelading on the railcar deck, the improvement comprising a longitudinallyadjustable retainer to secure an end of the elongated flexible member tothe railcar.
 17. The improvement of claim 16 wherein said longitudinallyadjustable retainer comprises a winch.
 18. The improvement of claim 17wherein said elongated flexible member comprises a 4½ in. wide strap.19. In a center beam railcar comprising a center beam including a centersill, a top chord, and a plurality of posts extending between the centersill and the top chord, a pair of bulkheads at opposite ends of thecenter beam, and one or more load-supporting surfaces between thebulkheads, the improvement comprising one or more structural supportswhich are connected to one of said bulkheads and one or more posts, andwhich are not connected to said center sill or to said top chord. 20.The improvement of claim 19 wherein each of said one or more structuralsupports extends substantially horizontally between said bulkhead andsaid one or more posts.